Brake-operating mechanism for motors



(No Model.) 2- Sheets-Sheet 1.

J. HAHN. BRAKE'OPBRATING MECHANISM FOR MOTORS.

No. 423,555. Patented Mar. 18, 1890. v

n mn W|TNEE|5E5 INVENTUR N. PETERS Pha'nllilhcgmpher, Washington. 0. c.

' (No-M0de1.)' 2SheetS-Sheet'2.

J. HAHN. BRAKE OPERATING MECHANISM FOR MOTORS. No. 425,555. Patented Mar. 18, 1890.

- OI l s f I IINVENTUR w W UNITED STAT S PATENT QFEICE.

n JoHNHAHN, or New YoRK, 'N. Y. I BRAKE-OPERATlNG MECHANISM FOR MOTORSL SPECIFICATION forming part dfLetters Patent No. 423,555, dated March 18, 1890.

Application filed July 28, 1889- Serial No. 318,407. (No model.)

To all whom, it may concern:

Be it known that I, JOHN HAHN, of New York city, New York, have invented an Improved Brake-Operating Mechanism for M0- tors, of which the following is a specification.

This invention relates to a device by which the engineer of a train is enabled to brake his cars and his motor from the power derived from the motor itself.

The invention, briefly stated, consists of a spirally-grooved rotating shaft engaged by a nose, which, in following the convolutions of the spiral, draws the cable controlling the brakes.

In the accompanying drawings, Figure 1 is a top view of my improved brake-operating device with treadle removed. Fig. 2 is a vertical longitudinal section on line y y, 1. Fig. 3 is a cross-section on line -z .2, Fig. 1. Fig. 4 is a cross-section on line a: m, Fig. 1; and Fig. 5, a top view of the floor of the cab.

.The letter a represents an axle or shaft connecting two of the wheels of a locomotive or other motor, so as to be revolved by such wheels. The central part a of axle a is engaged by a pair of jaws b b of a clutch, free to open'or close at the top, so as to grasp the axle. These jaws have for their object to brake the locomotive itself, and they are operated as follows: 0 is a treadle rocking to a slight extent a sleeve d on shaft d by hearing upon a projection d of said sleeve. To the sleeve (1 there is secured a nose or projection e, which is slightly raised by the depression of the treadle.

The axle a, at either side of the clutch b, is grooved spirally, as shown. I prefer to make the axle of varying thiekness-that is to say, the spiral ribs f f near the center of the axle are of a larger diameter than the spirals f near the ends of the axle. The object of this construction is to enable full or half brakes to be applied, according to a more or less .deep engagement of the nose .or noses with the grooves of the axle,'as hereinafter described.

The nose 6 by a bare is connected toa sliding rack g. This rack is engaged by a pinion 71-, fast on screw-shaft h. This screwshaft passes through a threaded bearing 19 0f jaw b and through av perforated bearing b of jaw b.

The operation of the device as thus far described is as follows: The treadle 0, being depressed against action of spring 0, will rock sleeve d an (1 cause the nose 6 to enter the spiral groove of shaft a. This shaft on revolving will cause. the nose to travel along the groove or from the center toward the end of the shaft. .The nose will draw the sliding rack g with it,

and the rack will revolve pinion h. The pinion on revolving will cause the free ends of the jaws b b to be drawn together by means of the action of its screw -shaft upon the threaded bearing b Thus the jaws will be tightly drawn together to clutch the shaft.

I will now describe the mechanism for op-' erating the brakes on'the cars.

j is a hand-lever, that may be thrown back to engage either of apair of notches j 3' the a former being the half-brake and the latter-the full-brake notch. The hand-lever j isprovided with a cam 3' bearing upon a perforated plate or sleeve In, free to slide and rock upon a shaft 70', and provided with a nose 15 that by the oscillation of sleeve k is thrown into engagement with the spiral groove of shaft to. To nose 10 there is connectedcable 70 running over pulleys k k and operating the brakes on the cars. On this cable there may be the tensiondevice k to take up any slack.

If the hand-lever j is thrown back, the sleeve 70 is rocked, so as to cause an engagement of its nose k with the spiral groove of shaft a. By the revolution of this shaft the nose is drawn along from the center toward the end of the shaft. This causes a direct pull upon cable 70 that applies the brakes. WVhen the lever j is released, the sleeve 70 is rocked backward by a spring I, which at the same time draws the sleeve is laterally into its normal position, such spring having been both twisted and compressed by the previous action of the parts.

When the lever j is thrown only into the half-brake notch j,'the nose It? is rocked so far only that, though it engages 'thefs p'iral ribs f, it is liberated as soon as it passes these ribs and reaches the ribs f. In this way the brakes are applied but by a light pressure, inasmuch as the cable is not drawn perfectly taut; but when the lever j is thrown back into, the fullbrake notch 7' the nose k is rocked so far that it will be engaged and held by the ribs f as well as by the ribs f. Thus it will not be released until after it has cleared ribs f and f, and this causes the cable to be stretched perfectly taut.

In order to provide a positive withdrawal of the brake-shoes after the train has been stopped, I employ a second lever m, which by rods m m engages a shaft m connected by arms m to a rock-shaft m Upon rock-shaft 772 there slides a sleeve m carrying nose m and having spring m The nose m engages the shafta'at the side opposite to nose 70 By throwing lever m backward itdrajws shaft m back with it. This shaft bears directlyagainst nose in], and thusthrow's the nose into engagenient with the spiral groove of shaft a. The nose m is attached to a cable n, running over pulley'n n and which is connected to the braksjso as to take them off when the cable isdr'awn taut. Therevolution of'shaftacauses the'nose to travel along its'groove in the manner described, so as todraw the cable taut. A fter the train has started the parts are thrown back into their original position by spring m .Of course either one of the levers "m j may be applied for putting on or taking the brakes, according to its connection with .the'brake-shoes The invention may be 'applied to steam, electric, and'other motors.-

What I claim is- 1 1. The combination of a motor having a spirally-grooved shaft with a sliding vibrating nose and with a lever or treadle for causing an engagement of the nose with the shaft, substantiallyasspecified. I

2. The combination of a shaft having two differently-sized spiral ribs with a'vibrating v and sliding nose adapted to engage the IlbS,

substantially as specified.

3. The combination of a spirally-grooved shaft a'wi'th a pair of jaws b b','a nose, a rack, a pinion engaged by the rack, and with a screw-shaft revolved by the pinion and adapted to operate the jaws b b, substantially as specified. 3 I

4. The combination ofa spirally-grooved shaft with a sleeve, a nose'connected thereto, a lever for vibrating'the sleeve, anda spring for throwing the sleeve back after the nose has been ram-sea, substantially as "specified. 5. The combination of a spirally-grooved shaft a with rod m arms m rod m and with sleeve mf, carrying nose m7, 's'ubsta'n- W tia'lly as specified,

'6. 'rnecombm non of a revolving s 'nsr ygrooved shaft with aslidi'ng sleeve ca'rr mg a nose that engages the shaftand is connect ed to the brake-shoes, and with a lever for turning the sleeve, substantiallya's specified. 

